Explosion-engine.



No. 796,686- PATENTED AUG. 8, 1905. H. 0. WESTBNDARP. 1 EXPLOSIONENGINE.

APPLICATION FILED JAN.20,1903.

3 SHEETS-SHEET l.

25 6 Fiqm WI NESSES- Pb/EH11 0 m Henri owestemawo M y ANDREW 5 Guam on,wom-umoumvusns wAsumsroN. n. z:v

No. 796,686. PATENTED AUG. 8, 1905. H. O. WESTENDARP.

EXPLOSION ENGINE.

APPLICATION FILED JAN. 20. 1903.

3 SHEETS-SHEET 2.

Fig.5 27

54 WITNESSES- 0 39 INX/ENTEIRJ; fiw H n 3OM/estendar o Mega,

Atty.

ANDREW a mum 00.. wnw-umocmrnms wnsummm n c PATENTED AUG. 8, 1905.

H. O. WESTENDARP. EXPLOSION ENGINE.

APPLICATION FILED 311N120. 1903.

3 SHEETS-SHEET 3.

26 Hfil NT R Qwestehdarpf ditty,

WITHE 5 SE 5 ANDREW. a. 011mm co. PNOYOJJTHOGRAPHERS, WASH'NGYON. u cvUNITED STATES PATENT OFFICE.

' HENRY O. WESTENDARP, OF SAUGUS, MASSACHUSETTS,ASSIGNOR TO GENERALELECTRIC COMPANY, A CORPORATION OF NEW YORK.

EXPLOSION-ENGINE.

Specification of Letters Patent.

-Eatented Aug. 8, 1905.

10 all whom, it nuty concern.-

Be it known that I, HENRY O. WESTENDARP, a citizen of the United States,residing at Sangus, in the county of Essex, State of Massach nsetts,have invented certain new and useful Improvements inExplosion-Engines,of which the following is a specification.

The present invention relates to explosionengines, and more especiallyto those adapted for kerosene-vapor; but the invention is not limitedthereto, since certain of the novel features can be used with othertypes of engines.

In order to make an explosion-engine of high efiiciency, the meaneffective pressure must be high with a wide difference in temperaturebetween the gases at the time of the explosion and at the exhaust.

In the kerosene-engines with which I am familiar it is impossible to geta very high degree of compression, due chiefly to the fact that theentire charge of fuel and air properly mixed to burn and of hightemperature is admitted to the cylinder at a time when the piston is atthe outer end of its stroke. This means that the entire charge ofinflammable vapor is being compressed in the cylinder, and with thecylinder-walls and head hot the temperature attained by compression willbe high enough to fire the charge before the end of thecompression-stroke, resulting in what is commonly called preignition.

The present invention has for its object to improve the construction andoperation of an explosion-engine, and more especially an engine of thekerosene type. My improvements are directed chiefly to the constructionand arrangement of the parts whereby the proper mixture can be suppliedto the cylinder under favorable conditions for burning and this withoutdanger of preignition. By reason of these improvements I am enabled toprovide an engine the output of which is high for the amount of metalused in its construction. I am also enabled to use a high mean effectivepressure which is conducive to good economy.

For a consideration of what I consider to be novel and my inventionattention is called to the description and claims a ppended thereto.

In the accompanying drawings, which represent an embodiment of myinvention, Figure l is a longitudinal section of an explosion-engine,showing the piston in a scavenging position. Fig. 2 is a longitudinalsection of said engine with the piston in the act of forcing anexplosive hydrocarbon vapor mixed with a certain amount of air into thecylinderspace Fig; 3 is a longitudinal section of an explosion-engine ofa slightly-modified type wherein the passage carrying the explosivemixture and the cylinder-space are both scavenged. Fig. 4 is alongitudinal section of the same engine, showing the piston in the actof forcing the explosive mixture into the cylinder. Fig. 5 is a sideelevation of the engine, showing the fuel-pump for forcing fuel into thevaporizer. Fig. 6 is a detail view showing a fuel-tank working underairpressure for supplying fuel to the engine-- vaporizer, and Fig. 7illustrates a means for starting the engine by means of gasolene orother light hydrocarbon fuel.

The engine shown is of the two-cycle type and is provided with adouble-area piston l, working'in a double-area cylinder. That portion ofthe piston having the larger area is employed to indraw a charge of fuelmixed with a certain amount of air into the cylinderspace 2 anddischarge it through the automatic-acting valve 3 into the passage 4,the latter being in unrestricted communication with the cylinder 5, inwhich the smaller end of the piston travels. Mounted Within a suitablecase of the inclosed type is a crank 6, to which the piston-rod 7 isconnected. The piston being of the trunk type, no guides are necessary,and the rod is connected thereto by the pivot 8. Mounted on the mainshaft of the engine is a fiy-Wheel 9, which may be employed to impartmotion to the apparatus driven by the engine as well as to act as abalancewheel. The cylinder-space 2 opens directly into the closedcrankcase, and as the piston moves inward its right-hand head serves todraw air through the automatic suction-valve l0 and as .it moves out todischarge the air through the passage 11 in the cylinder-wall into thecylinder-space'5 to the left of the small end of the piston.

It is to be noted that the fuel-carrying passage 4 and the air-carryingpassage 11 are entirely distinct. The cylinder 5 is provided with aseries of exhaustports 12, and to prevent the fresh air from passingdirectly out through the exhaustports a deflector 13 is provided, whichis attached to the end of the piston. The passage of the air during theoutward stroke of the piston is as indicated by the arrows, Fig. 1. Theair passes through the passage 11, thence around the valve 3, afterwhich it is discharged into the cylinder-space o, and by-reason of thedeflector it is discharged toward the cylinder-head instead of passingdirectly through the exhaust-ports. The end of the passage 11 terminatesin a port or portsll, which are covered and uncovered by the movementsof the main piston. The ports are so related that in moving outward thepiston first uncovers the exhaust-ports and then the air-admittingports. On moving inward the piston first closes the air-admitting portsand then the exhaust-ports. As the piston moves outward the suctioncreated by the lefthand side of the enlarged head causes the fuel-valve14 to open to permit a change of hydrocarbon Vapor and air to enter thecylinder-space 2. During the inward movementof the piston the mixture inthe cylinder-space 2 is compressed and the valve 3 opens and permits themixture to enter the passage 4, from which it is discharged into the endof the cylinder. The inward movement of the piston also causes thesuctionvalve 10 in the crank-casing to open and admit air, as isindicated by the arrows, 2. In order to properly vaporize kerosene orother hydrocarbon before delivering it to the engine, a vaporizer isprovided, which is bolted to the upper side of the cylinder. Thevaporizer is made detachable for the purpose of cleaning and repairing.It comprises a cylindrical body or heating-chamber 15, having adownwardly-extending hollow projection which is arranged to registerwith the passage rcceiv Mounted within the ing the exhaust-gases. saidbody is a tubular support or mixingchamber 16, which is threaded to thesaid body on the right-hand end, the left-hand end being provided with ashoulder that engages with the cylindrical body 15. This shoulderengaging with the cylindrical body or shell acts to center and supportthe interior parts of the vaporizer. Surrounding the tube 16 is a coilof pipe 17. The oil enters the pipeat its outer end and flows inwardlyin the direction opposite to that of the exhaust-gases, or, in otherwords, the oil passes from the cold portion of the coil to therelatively hot portion, so as to be gradually heated to the point ofvaporization by the exhaust gases. It is to be noted in connection withthis that the exhaust-port 12 communicates with the space 18 and thatthe latter. is in direct communication with the interior of thecylindrical body or support of the vaporizer. The passage of the exhaustproducts through the vaporizer isas indicated by the arrows. The frontside of the casing 15 is provided with a flange 19, to which theexhaust-pipe is connected.

As the oil enters the vaporizer from the pipe 20 it circulates throughthe coill7 until it reaches the inner turn 21, from which it is l afterthe'scavenging. In this connection it.

tudinally-extending passage that delivers the vapor into themixing-chamber at its outer end by the nozzle 22, the latter beingcurved,

so that it enters the chamber preferably in an axial position. Thenozzle is provided with a regulating device 23, by means of which theamount of fuel in the form of spray or vapor delivered can becontrolled. A certain amount of air for producing an explosive mixtureis drawn into the tube by the action of the vapor issuing from the jet,and the balance is supplied by the atmospheric air from the closedcrank-case; The vapor and air enter the tube at the outer end and passtoward the inner end, where they discharge through the throttling deviceas a uniformly-heated carbureted fuel. In passing through themixing-tube the air is thoroughly heated while combining with the vapor.In order to insure the mixing of the air and vapor, one or more screensor similar devices 2 1 are placed inside of the tube 16, so that it orthey act on the vapor stream prior to the time the latter passes throughthe suction-valve let. In order to regulate the amount of mixture, athrottling device is provided comprising a conical valve 25, which ismounted opposite a suitable seat, the latter being carried by the end ofthe tube 16. The valve is controlled by a screwthreaded spindle 26, anda pointer 27 is provided, so that the position of the valve can beascertained from the outside of the casing. When the valve 25 ispartially closed, it is evident that a partial vacuum will be created inthe cylinder-space 2; but this does not mean a loss of power, becausethe energy is substantially given back on the return stroke.

It will be seen that the vaporizer as a whole can be detached from theengine, or the tube 16 and the vaporizing-coil 17 can be removed byunscrewing the tube. In removing the tube the seat for the conical valve25 is also removed.

Situated opposite the discharging-fuel valve 3 is a screw-threadeddetachable plug 30, through which the valve and its detachable seat arerendered accessible.

To reduce the temperature of the engine parts, a system of water-coolingmay be used comprising one or more water-containing chambers 31, whichsurround the cylinder and the head. The head is provided with adetachable plug 32 and the outer casing with a somewhat largerdetachable'plug 33, by

means of which the interior of the cylinder can be inspected.

In order tofire the mixture at the proper time, a sparking plug 34: isprovided, and suitable electrical means are connected thereto forfurnishing a spark. The mixture which passes through the valve 3 is toorich in hydrocarbon to burn explosively until after it mingles with theair within the cylinder left is to be noted that the inward movement ofthe piston first covers the port 11, connected with the air-carryingpassage 11, and then covers the exhaust-ports 12. By means of thisarrangement a certain amount of practically pure air is trapped in thecylinder and afterward compressed by the piston. This body of compressedair mingles with the rich mixture from the fuel-valve 3 .undercompression, and by reason of its being between the piston-head and thefuel a high degree of compression can be obtained without preignition.It is only after the vapor is thoroughly mixed with the air that theexplosion can take place, and this mixing is only complete at or aboutthe time the crank is passing the deadcenter. The firing takes place bymeans of a sparking device which operates when the mixture contains theproper amount of air.

It is customary to start a kerosene-engine by using a torch or similardevice to heat the vaporizer. This is objectionable for obvious reasons.I have so arranged the engine that it can be started with gasolenewithout the use of a torch or equivalent device. To accomplish this, asource of gasolene (not shown) is provided which is piped to thefuel-admission valve and is controlled by a valve 35, Fig. 7 The seat ofthe main fuel-admitting valve is provided with a groove 36, thatcommunicates with the gasolene-carrying pipe 37. Then the valve 35 isopen, gasolene is freely admitted to the groove 36; but so long as themain valve 14 is closed it cannot escape. As soon, however, as the valveopens, due to the outward movement of the piston, the gasolene entrainswith the air and forms an explosive mixture. After the engine is startedthe kerosene-supply is admitted and that of the gasolene cut off. Undercertain conditions it may be found desirable to permit a certain amountof gasolene to mingle with the kerosene-vapor even after the engine isstarted.

In Figs. 3 and 4 is shown a slight modification of the invention. Theformer figure shows the piston at the end of its scavenging stroke,While the latter shows it in the act of compressing the fuel charge. Theessential difference between this engine and the one previouslydescribed is that the fuel-carrying passage 4 also acts as anair-carrying passage. The advantage of this arrangement lies in the factthat no opportunity is aiforded for a body of gas to be pocketed.

Using the passage 4 for a double purpose i. 0. conveying combustible andpure airnecessitates an additional valve 38 for controlling the passageof air from the crank-casing. The fuel-valve 3 and the air-valve 38 areoppositely disposed, so that when one is open the other is closed. Byremoving the plug 39 the valve 38 is rendered accessible, and byremoving the valve-seat 40 the fuel-valve is accessible.

As shown in Fig. 3, the valve 38 is open and air is being forced intothe cylindrical space 5 to wash out or scavenge the products ofcombustion from the cylinder and also any gas that may remain in thepassage 4.

In Fig. 4 air is being admitted to the crankcase by the valve 10 and amixture rich in fuel is being forced through the valve 3 into thepassage 4 and cyindrical space 5. The mixture mingles with and picksupair enough to burn explosively as soon as it is compressed to theproper degree. hen the crank is at or about a dead-center, a spark fromthe plug 34 fires the mixture and a new cycle begins.

In Fig. 5 is shown a pump for forcing fuel into the vaporizer. Mountedon the end of the main shaft is a cam 41, that imparts an inwardmovement to the pump-piston 42 once for every revolution, a spring beingemployed to force the piston outward. 43 represents a fuel-tank, and 44the suction, and 45 the delivery-valve. When the charge is throttled bythe valves 23 and 25, the normal delivery of the pump is too great, andin order to take care ofthe excess an adjustable bypass valve 46 isprovided in a connection that shunts the pump.

In Fig. 6 is shown a modified form of fuelsupplying means comprising afuel-tank 43, working under air-pressure due to a pump 47 A check-valve48 prevents the return of fuel to the tank except through the adjust-able bypass 46.

In accordance with the provisions of the patent statutes I havedescribed the principle of operation of my invention, together with theapparatus which I now consider to represent the best embodiment thereof;but I desire to have it understood that the apparatus shown is merelyillustrative and that the invention can be carried out by other means.

What I claim as new, and desire to secure by Letters Patent of theUnited States, is-

1. In atwo-cycle explosive-engine, the combination of a power-cylinderhaving exhaustports at its forward end, a piston therein which coversand uncovers the exhaust-ports by its movement, a crank-casing in whichair is compressed by the piston, a conduit through which air isdischarged from the casing to the cylinder when the exhaust-ports areuncovered, and means for injecting a charge of mixture through saidconduit to the cylinder successively to the discharge of airtherethrough.

2. In a two-cycle explosive-engine,thecombination of a power-cylinderhaving exhaustports at its forward end, a piston therein which coversand uncovers the exhaust-ports by its movement, acrank-casing in whichair is compressed by the piston, a conduit extending from thecasing tothe cylinder, a valve therein which opens to permit air to pass thecylinder when the pressure in the latter is below that in the casing,and means for injecting a charge of mixture through said conduit to thecylinder after the air charge passes therethrough.

3. Ina two-cycle explosive-engine, the combination of a power-cylinderhaving exhaustports at its forward end, a piston therein which controlsthe exhaust-ports, a conduit which opens into the compression-space ofthe cylinder, and means for delivering successively a charge of airthrough said conduit to the cylinder while the exhaust-ports are openand a charge of mixture when said ports are closed. I

4:. In a two-cycle explosive-engine, the combination of a power-cylinderhaving exhaustports, a piston working in said cylinder, which controlsthe ports, a conduit which opens into the compression-space of thecylinder, a

means for delivering a charge of air through said conduit to thecylinder when the piston uncovers the exhaust-ports, and means fordelivering a charge of mixture through said conduit to the cylinderafter the piston closes the exhaust-ports.

5. In a two-cycle explosive-engine, the combination of a power-cylinderhaving exhaustports, a piston working therein which concylinder oflarger area at the forward end of the power-piston, a crank-casing inwhich air is compressed during the forward stroke, an inlet-valvethrough which a charge of mixture is admitted to the cylinder of largerarea during the forward stroke, a conduit between the power-cylinder andcrank-casing, and separate valves which permit charges of air andmixture to pass successively through said conduit to the power-cylinderfrom the crankcasing and the cylinder of larger area respectively.

7 In atwo-cycle explosive-engine, the combination of a double-areacylinder forming explosion and mixture chambers, a double-area piston,exhaust-ports in the explosion-chamher, a crank-casing in which air iscompres ed during the forward stroke of the piston, an automaticallyactuated inlet valve for the mixture-chamber, a conduit cored out in thecylinder which extends from the crank-casing to the explosion-chamber,an automatically-actuated valve insaid conduit which opens toward thecylinder, a connection between the mixture-chamber and the conduit atthe discharge side of the valve in the latter, and anautomatically-actuated valve in said connection from which the mixtureis discharged through the conduit to the explosion-chamber.

In witness whereof I have hereunto set my hand this 16th day of January,1903.

HENRY O. WESTENDARP. Witnesses:

JOHN A. MOMANUS, DUGALD MoK. McKlLLor.

